Take up to 150 lbs. off the front suspension of your Dodge, Chrysler, or Plymouth
Mopar Muscle Car and gain incredible header and oil pan Clearance with this
Super High Tech, TIG welded, 4130 Chromoly suspension conversion system for Mopars! And
now with right hand drive rack and pinion steering for our fellow
Australian and British Mopar owners!

Steering ratio - The ratio of the
manual standard unit is (18:1) 3.75 turns lock-to-lock. and the quick ratio unit
is 15:1 which is 25% faster than a standard unit at 3.3 turns lock-to-lock.
Power is 18:1. Either is substantially nicer to drive than a stock manual box.

Mopar Suspension Installation examples(Scroll to the right for more Magnum Force
Suspension images)

Check out the installation on this 72 Charger with a sweet translucent blue 2-part powder coating process as well as the hot looking billet swaybar clamps, Wilwood brakes with custom blue powder coated calipers, power chromed rack, and billet coilovers.

Ride height shown is with Magnumforce XRT suspension and standard spindles which are about 1-1/2" lower than stock.

This car is a great example of how easily an A-Body can be converted to a Hemi or 440 car when using a Magnumforce tubular front suspension. Out of the box TTI headers will fit as a result of the increased clearances made by utilizing our suspension and motorplate. The transmission is mounted on the stock crossmember in the stock location which easily establishes the location of the motor plate. Magnumforce supplied tabs and brackets make for minimal fabrication and force the combination to fit where the master cylinder clears on the drivers side and the valve cover still clears on the passengers side. A-bodies do occasionally require a slight notch in the front of the oil pan or the use of our Milodon/Magnumforce pan.

This 1971 Plymouth GTX uses standard spindles to achieve the ride height shown. This car was constructed in the "Frankenstiens Monster" episode of "Wrecks to Richs" seen on TLC.

This shot shows the clearances and overall finished appearance with the motor plate and all accessories installed. These include: Power steering, Air Conditioning, Hi Amp Alternator, March Pulleys, and Serpentine drive. All this and a big Hemi in an A-Body!

This view shows the forward strut installation. This increases the strength of the front frame asssembly greatly while also providing a great mounting point to reinforce the upper shock mount. A-body Mopars always had an inherent weakness here and this will virtually eliminate it. The motor plate can also be tied in here at the top if desired. The end result is that the entire front end is so well triangulated that the resistance to torsional twist becomes substantial. By using our rubber bushed motor plate, engine vibration can also be minimized, or go with solid for the ultimate in strength.

Here you can see the relationship of all components including the motor plate, forward struts, tabs, and pulleys on a 426 Hemi

Magnumforce stocks all of the bars and brackets seen in this photo to facilitate the installation of the front frame strengthening assembly to help resist torsional twist in Mopars. This twisting is present in cars used for both drag racing and road racing and is what's responsible for broken spot welds and frame distorsion that often times causes alignment issues as well as wasted horsepower.

This image shows the Magnumforce A/C pump mount, bracket, and turnbuckle assembly as well as the tabs available to ease installation of the motorplate.

Here is the Magnumforce alternator bracket and turnbuckle assembly to facilitate the installation of the Hi Amp Powermaster alternator. Complete accessory kits are available to make for an extremely simplistic method of installing A/C, Alternator, and Power Steering, and Serpentine drive assemblies.

Looking at the original suspension from this angle shows all of the origianl components that make it so tough to run long sump shallow oil pans and large tube headers in Mopars. Eliminating the sandwich style motor mounts makes for much more clearance for headers and even external oiling systems also. Typical weight savings from this suspension with power steering to a Magnumforce Suspension can be in excess of 150 lbs. translating into decreased quarter mile times as a result of the weight reduction in total and the fact that it's taken off of the front end of the car for improved weight transfer. Aesthetic benefits or obvious as well.

Why consider this conversion over other
companies now copying Magnum Force concepts? To start with,
high quality seamless 4130 Chromoly Condition N tubing and super clean and strong TIG
welding is utilized throughout, resulting in superior strength, lighter
weight, and a high tech professional appearance. We do not MIG weld them and
then grind off our welds, nor miter and butt weld any joints, crush the
inside radius of the tubes, or use cheap
square mild steel or aluminum stock in building our suspension.
There are no converted light duty 1" mild steel street rod lower control arms
which commonly fold in half, or those
originally intended for lightweight GM cars and no inclusion of any
stainless steel, who's capabilities are half that of 4130, and will
not survive in a suspension application. Notice in the images above
the substantial amount of cross sectional area spanning side to side in the
k-member itself. Without this 10" wide span the only item connecting your
frame rails is the piece of sheet metal under the radiator!

Our asymmetrical lower control
arm design locates everything forward of the front axle centerline rather than a
symmetrical "A" style shape, giving maximum clearance for the headers.
Oil pan clearance is substantial due to the design of the k-member locating the
bracing forward of the rack. We got together with Milodon to make oil pans
specifically for Magnum Force suspensions to take advantage of this clearance,
which allows these 7 to 9 qt. pans to be used without hanging below the
k-member.

Over 25 years of experience building extreme vehicle
chassis and suspensions such
as Top Fuel, Pro Stock, and A-Gas Nostalgia goes into every product we make.
We've raced, driven, and shown Mopars of our own since 1979, giving us a greater
insight to a Mopar owners wants and needs.

As for starting from scratch, the typical cost involved in "front
halving" a car will run as much as $12,000 in parts and labor to
convert to a complete Pinto/Mustang II or strut front snout. The frame,
inner fender wells, and core support must be cut off of the car and the new
frame welded on in the most precise manner possible; typically on a chassis jig.
All existing sheet metal or fiberglass body panels must be re-mounted and
aligned as well as the radiator, headlight assemblies, and inner fender wells.

Most frequently asked
questions:

Why can't I just swap
my ball joints from side to side and install a stock Pinto or Mustang II rack?

If the
car never had to turn and had no suspension travel this would be fine.
Bump steer and
Ackerman come into play here and are critical issues in front suspension geometry which necessitates
internal and external modifications to accrue the ideal pivot point locations
and to alleviate problems associated with these two issues. The original
suspension locations in a Mopar originally configured for rear steering
are not the same as a suspension designed to be on a front steer vehicle.

What
does it take to install it and what other modifications might be considered?

The installation procedure
involves basic hand tools but some items may require special consideration.

Oil pan clearance:This is one of the many
benefits this suspension conversion offers. We have Pre-Madeoil pans built by Milodon for Magnumforcesuspensions to facilitate
installation. The rack assembly passes
under the forward most leading edge of the oil pan. Some pans and engine locations may
require a slight notch. This notch is in front of the engines
reciprocating assembly though and will not interfere with counterweights.
A custom or "dragster/funnycar" style pan available here can be installed which would allow a very large oil
capacity and also allows substantial ground clearance. No deep sump to hit
speed bumps on the return road. The use of dual external swinging pickups is
made easier as well. No more center link through the
oil pan!

Header clearance: There is a very large
improvement in available header clearance but it is possible some out of the
box brands may require some type of change in a tubes location. We've
found thatHeaders by "TTI" Tube Technoligies Inc. fit exceptionally well and are
of the highest quality available.

Motor Mounts:Magnumforce now offers motor mounts on the k-member
designed to use a stock isolator, however a motor plate offers several
advantages. It eliminates the stresses
on the block that result from the engine twisting in the chassis which results
in the side of the block cracking as well as the cylinder wall distortion that
occurs internally. It ties the frame rails together across the topside
creating greatly improved triangulation of the chassis and is very versatile
in that it allows the engine to be moved up, down, fore, or aft to
accommodate custom needs such as increased clearance or more engine setback
for improved weight distribution. A Mopar motor plate/mid plate arrangement or elephant ears
work wonderfully in mounting the motor in the chassis of a
Mopar which can be ordered
above.
The pre-drilled holes facilitate easy mounting of the alternator and power
steering pump and it includes a crank pulley spacer to make pulley alignment
easy.

How low
will my Mopar sit? How do other items clear?

The typical dimension of greatest importance
is that of the forward-most edge of the frame (core support area) to the
ground. This dimension ranges from 10"-13" but is altered by
tire diameter and the installed height of the coil over assy. It is not
recommended to adjust the coilovers lower for suspension geometry and misalignment
reasons, unless our dropped spindles are used, which can allow the car to go
another two inches lower for a total of 3-1/2" lower. Custom headers
may be required if using our 3-1/2" dropped spindles unless big diameter
wheels are used (i.e. 20") 17's may be considered a minimum with these
lowered spindles, as variations in offsets may cause clearance issues to the
rack pickup. Here is a more accurate dimension
accrued from a 73 Cuda and a 69 Daytona Charger using our 1-1/2" dropped
spindle. With a 24" tall tire and the coilovers at 12"
installed height, the distance from the ground to the frame measured near the
core support is 12-3/4".
This suspension has 4-1/2" of travel measured at the spindle tip.
The TTI Hemi headers installed on these cars measure 3-3/4" to the ground at
the lowest point.

Here's another example from our own 72 Charger. Using our
3-1/2" dropped spindles with the coilovers adjusted to 12" installed height and
using a 24-1/2" tall tire will yield a measurement of 10-3/4" from the frame to
the ground measured at the bottom of the frame near the core support. The
TTI headers installed on this car measure 1-3/4" to the ground at the lowest
point but 2" the majority of the length of the header collector. Do keep
in mind that the collector is measured nearly two feet behind the front axle
centerline.

Wheel
offset. Our own 1970 Dodge Challenger will be our example here.
Using our dropped spindles and 17" wheels we used an 8" wide wheel on the front
of the car. Anything bigger may need some mods to the car, but could be
made to work. The backspacing on this 8" wheel is 5-1/8" measured to the inner
portion of the lip. With the car this low the end result was that the tire
nearly touched the inner fenderwell and out fender lip simultaneously at full
turn. The lower the car is, the tighter the clearance gets, since Mopars
have a taper on the inner fenderwell and the critical diameter of the wheel
increases as well. We all want big wheels on our cars so keep in mind things can
get tight. No more 14" Polyglass GT's for our Mopars!

Click here to

Additional components for a more
complete installation:

Motor Plates for Mopar Hemi, Big Block, and Small block
Used instead of stock type motor mounts. Reduces stress on the block and
ties frame rails together for big increase in frame strength

Milodon Magnumforce oil pans for Big
Block and Hemi Most stock pans will fit with Magnum Force suspensions, but
this greatly increases capacity up to 9 qts with no ground clearance
issues.

Wilwood
Disc Brake kit for Mopar Tubular K-members 10-3/4" 4-piston kit
for use with 15" and up wheels.

TTI Tube Technologies Inc. Headers, Exhaust systems,
Tips, and more!
The highest quality headers available for Mopars. They fit great with Magnum
Force suspensions and are the only way to go if you're building a Hemi A-Body.
We've even got 'em for the new 5.7 and 6.1 Hemi !

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Return Policy:
We here at Magnum Force will make every effort possible to ensure all of our
customers get the correct and highest quality components with the best advice
available. In the event an item still needs to be returned please take
note of these considerations.

Please call or e-mail us first for a
return authorization number. (Perhaps we can find you the correct item instead). Packages will not be delivered without this number
present.

No returns on special order or custom
fabricated parts. Such as, but not limited to rearend assemblies, etc.

Returns must be in as new condition in original
packaging.

No returns after 30 days.
Items that have been used, installed, modified, or altered cannot be returned. Items
subject up to 30% re-boxing or re-stocking
fee and shipping costs cannot be refunded.